Boat and apparatus for the propulsion thereof



May 15, 1923.

V. A. SHAW BOAT AND APPARATUS FOR THE PROPULSION THEREOF Filed Jan. 1922 2Sheets-Sheet l gvweutqz 3 Mama HLF'REDEHHW S M PM 5 awe 0142130 AN WW I Patented May 15, 1923.

vroron ALFRED si-iAw,or BROOKLYN, new YORK.

BOAT AND APPARATUS For. rrin rreoronsron THEREOF.

Application filed January 7', 1922.

To all whom it may concern:

Be it known'that I, VICTOR ALFRED SHAW, a subject of the King of Great Britain and Ireland, residing inthe borough of Brooklyn, county of Kings, city and State of New York, have invented certain new and useful Improvements in Boats and Apparatus for the Propulsion Thereof, of which the following is a specification.

My invention relates to'boats for use in any kind of navigable water. Boats con structed according to my invention, however, are particularly adapted for use in shallow water and in rivers and streams i which are crooked and where the current is The chief object of my invention is to provide aboat which may be easily navigated in 'such kinds of places. Other objects are to provide a boat which has maximum carrying capacity with minimum draft, which has highly efficient means of propulsion without greater draft than the hull-of the boat, and which may be turned quickly and positively or made to move in a direction at an angle with the fore-and-aft line thereof. Still other objects and advantages of a boat constructed according to my invention will be apparent from a reading of this specification takenin connection with the drawings, in which:

Figure 1 is a forc-and-aft central section of a boat constructed according to my invention, the section being taken on the line 1-1 of Fig. 4;

Fig. 2 is a plan view thereof, parts thereof being broken away for the sake of clarity Fig. 3 is a fore-and-aft central section of a modified form of hull, taken on the line 33 of Fig. 3, the propelling and steering apparatus not being shown;

Fig. 4 is a transverse section of the boat shown in Figs. 1 and 2, taken on the line %4 thereof, looking in the direction of the arrows;

Fig. 5 is a transverse section of the form of boat shown in Figs. 1 and 2, taken on the line 5-5 thereof. looking in the direction of the arrows, the propelling apparatus not being shown;

Fig. 6 is a detail view of a part of the propelling apparatus;

Fi. 7 isa detail plan of the means for attaching the paddles to the endless cable;

8 is a side elevation of the same;

Serial no. 52mm.

Fig. 9-9 of Fig. 7, looking in the direction of the arrows, a part of the driving wheel being also shown; F 10 is a detail view of the reel, shown in Figs. 8 and 9, used in attaching the paddle axles to the endless cable; i

Fig. 11 is a transverse central section thereof;

Fig. 12 is a detail plan of what I term the diagonal differential;

big. 13 is a transverse elevationof one of the paddles and the axle therefor;

Fig. 14 is a plan thereof;

F ig. 15 is a side elevation thereof;

Fig. 16 is a side elevation of a modified form of paddle;

Fig. 17 is a plan view of a modified form of steering apparatus;

Fig. 18 is a side elevation thereof; and

Fig. 19 is an end elevation thereof, shot. ing how the same is mounted on the hullof the boat.

Similar numerals refer to similar parts throughout the several views.

In the preferred form of my invention, the hull of my boat is made of two tubes or pontoons 20, placed as in a catamaran. These tubes may, of course, be variously constructed; the substance of which they are made may be wood or metal, and I' have found galvanized sheet iron well adapted to this purpose; the interior of each may form a continuous chamber or it may be divided into compartments by one or more bulkheads; and numerous other forms may be used. In the form which I prefer, the central part of each tube is cylindrical and .eaehend thereof is tapered; the upper central line of the tube, however, remains straight even where the diameter thereof is decreasing so that the bottom line rises above the load water-line at each end, as shown at 21. A small keel. 22, is also attached beneath each tube. The two tubes are spaced apart at a convenient distance and bound together to form a rigid structure. The connecting means may also take any desired. form. In the preferred structure shown in Figs. 1, 2, 4; and 5, angle iron frames. 23, are riveted. to the tubes and angle iron ties, 2a, are bolted to the frames to connect the tubes. These ties also act as supports for such decking as may be desirable and for the propelling and steering apparatus. of the tubes or pontoons are upturned, as

9 is a section of the same on the line i The ends 1 shown in Fig. 1, and they are bound to-' gether at this point by a piece of corrugated iron, 24. y

In the modified form shown in Fig. 3, the tubes or pontoons are joined by closed bulkheads or chambers, 25, which may or may not communicate with the interior of the tubes.

Mounted above each tube is a small power plant, 26, such as a gasoline motor. The driving shaft of the motor is connected through a clutch and reversing gear, 27 to a propeller shaft 28; the latter, through bevel gears, 29, 30, drives a transverse shaft, 31,

which functions as the axle of the driving wheel, 32, located near the stern of the boat. The transverse shaft 31 is driven simultaneously by both power plants as will be seen from Fig. 2. The driving wheel 32 and the supporting wheel, 33, are constructed in the same manner, each having a central drum-shaped body, 34, and discs, 35, of larger diameter attached to the sides of the member 34. On the interior face of each of the discs 35, close to the periphery thereof, is an annular member, 36, the outer circumferential face of which is grooved, as shown at 37. Thus, the wheels 32 and 33, with the associated parts, 34-37, form substantially two pairs-of flanged and grooved wheels.

The propelling device proper consists of a series of paddles, 38, carried between two endless cables, 39, which pass around the wheels 32, 33, and are seated in the grooves 37. The cables are under sufficient tension so that they are positively driven when torque is applied to the driving wheel 32. The paddles 38 are preferably of the form shown clearly in Figs. 6, 13, 14 and 15 and are mounted on axles, 40, connected to the cables 39 as will be hereafter more particularly described. Washers, 41, are attached to the flange portions, 42, of the paddles for the purpose of reinforcement and the axles 40 pass through these washers and the flanges 42. The arrangement is such that the paddles are free to rotate about the said axles. To insure free movement of the paddles upon their axles, it is well to provide wooden bearing blocks (not shown), since these parts are much under water and a properly chosen wooden surface, under such conditions, furnishes a cheap and efficient self-lubricating surface.

A modified form of paddle 3S, particu larly adapted to large-sized propelling structures,- is shown in Fig. 16. In this form, the flange portion 42 is replaced by a cylinder, 42, and plunger, 42; separating a collar not shown in the closed end 42" of the cylinder from a piston connected with the plunger is an oil or air cushion or a metal spring. In this arrangement: the thrust upon the paddle as it passes through the water is equalized.

When endless cables 39 are'used to carry less than the diameter of the reel 43, the 1 reel 43 and axle 40 are held firmly by the cable as soon as tension is placed on the cable, the action of the cable in gripping reel being well illustrated in Fig. 9. This entire combination of members forms a positive lock to attach the axles 40 to the cables in such manner that they cannot slip, and permits the cables themselves to run freely over the grooved surfaces of the wheels 32, 33 as shown in Fig. 9. The reels 43, 43, are not essential, but I prefer to use them to reduce the wear upon the cables. Each cable is united to make it endless by a union bolted to the twoends above any link attachment.

Without further connections between the cables 39, however, there might be a tendency for one cable to advance or retard with respect to the other with the results that the paddles would not present to the water a surface perpendicular to the fore-and-aft line of the boat and also that the cables would tend to draw nearer together and thus work out of the grooves 37 in the wheels. To avoid this tendency, I provide what I call a diagonal differential, shown in Figs. 6 and 12. v In this device two rods, 45, spaced apart longitudinally of the cables, are fastened to the latter, at right angles thereto in the same manner as the axles .40. Near each end of the rods 45 but insideof the cables is an enlarged portion, 46,having a hole therethrough for the purpose of anchoring the ends of two diagonal flexible members 47. I prefer to form the members of stranded metal cable; the ends of these members are coated with some sort of metal to a thickness sutficient to allow the cutting of threads therein. In this manner the ends of the members 47 are threaded and pass through the holes in the enlarged portions of the rods 45. By adjustment of the nuts, 48, on the threaded ends of the members 47, the two cables 39 may be so relatively positioned that the axles of all the paddles will be held perpendicular to the said cables. The diagonal members 47 are made flexible so that, as the cables 39 pass around the wheels 32, 33, said members will be thrown out by the centrifugal force and will assume an are substantially the same as that of the. cables 39; thus any tendency to distortthe cables as they pass over the wheels is avoided.

In a modified form of my invention, the cables are replaced by chains and the wheels 32, 33 are sprocket-wheels. In this manner also,-a positive drive may be given to the paddles and the diagonal differentials will not be required. However, I prefer the cable form as more economical and more convenient, as well as being lighter in construction. Evenfwhen the cables are used, the paddle axles may be connected thereto by means of any ordinary cable clamp, in which case the drive would be effected not merely by the friction of the cable in the groove but by pressure on the clamps or paddle-axles caused by lugs or indentations on the rims of the driving and supporting wheels.

The supporting wheel 33 is not carried directly by the tubes or pontoons but is adjustably mounted thereon. A sliding frame, 49, is mounted on bearings, 50, (shown in Fig. 4) on the tubes; the fran'ie and bearings are so adjusted as to hold the wheel 33 always in perfect line with the fore-and-aft line of the boat and the line of the driving wheel 32. Back of the frame 49, a cross-bar, 51, is fixed rigidly to the tubes; the said frame is connected to the cross-bar by an adjusting screw, 52.. and clutch arrangement, 53. By means of this mechanism, the position of the supporting wheel 33, and, therefore, the tension on the cables 39, may be easily and quickly adjusted.

The propelling apparatus is preferably boxed over by a cover, 58, for protection of those on board the boat.

The steering apparatus consists of two rudders, 54, 54;, one placed at or near the bow of the boat and one at or near the stern. In thetype of boat shown in the drawings, the rudders are placed on the centre line-between the two tubes, as shown in Fig. 2. In the simplest arrangement of the steering apparatus each rudder is moved independently by levers, 55, 55, associated with the rudders by chains or cables, 56, 56, in any usual manner. The ruddenposts, 57, 57 are affixed preferably to the central vertical line of the rudders.

A modified form of steering apparatus is shown in Figs. 17, 1S and 19, in which the rudders 54:, 54- and the associated chains or cables 56, 56 are the same as in the form shown in Figs. 1 and 2. In this case, each chain or cable passes over a separate sprocket or friction wheel, 59, 59; the shafts of the said wheels are concentric and each has a steering wheel, 60, 60, connected therewith. The steering wheels are provided with a detent, 61, by which, when desired. they maybe locked so that. both rudders can be operated simultaneously.

I will now describe the operation of a boat constructed according to my invention and suggest some of the advantages thereof over other types of boat as well as some of the uses to which it is particularly adapted.

The tubes or pontoons, when made hollow, may be filled wholly or partially with compressed air or with some other gaseous substance. Such practice assists in maintaining the form of the tubes in case of their coming into contact with obstacles of various kinds and thus has the effect of strengthening the tubes; in addition, the use of a compressed gaseous substance prevents, to some extent. the flooding ofthe tubes or'compartments thereof in case of a puncture or leak below the water-line. Also the tubes can be used for the storage of fuel for the motive power.

The type of boat shown in the drawings possesses advantages over all other types known to me for shallow water, swift water, and for other types of navigation where a highly mobile vessel is desirable. The cylindrical tubes, tapered as above described, present little resistance to the water even when the boat is moving at an angle with its fore-and-a-ft line. Whether running forward or backwarchthe drag is almost negligible. Constructed in this manner, the boat is strong, safe, stable, light in weight, and economical to construct. I have constructed a boat, according to this invent-ion. having a displacement of one tonand drawing only ten inches of water.

Propelling apparatus constructed -accor 'l ing to my invention also has real advan tages. The propulsion of boats by the feathering paddle-wheel is considered, in principle, to be the most eflicient method. and my apparatus embodies that principle and constitutes an improvementupon the feathering paddle-wheel. It will be noted that the method of attachment of my paddles to the endless chains or cables makes the paddles self-feathering and reversible. The paddles being free to move about their axles will, as they move around the supporting wheel, be thrown outward as a result of centrifugal force; thus, as they enter the water.

the operatrae surface will out under the surface without any splashing and without carrying any air into the water. As soon as they hare reached the'lowest level. the pressure of the water will force the paddles into proper position so that they will have the maximum effect. On entering the upward arc to leave the water, the tops ofthe paddles tilt upward toward the axles as the pres sure on that part diminishes.-as shown by broken lines in Fig. 1 5 and as also may be seen from 1; thus they emerge from the water with a rotary movement without lifting more water than that which adheres tcj their surfaces. The paddles act in exactly the samemanner if the direction of drive is. reversed and this fact, together with the form of hull used, furnishes a boat which moves ahead or astern with equal facility and equal speed. The behavior of this type of paddle differs essentially from that of shown in Fig. 6 is that, upon striking an obstacle, the flanges l2 operate to lift the paddle and thus protect it from injury.

In using the combination of catamaran type and endless chain or caterpillar propulsion, the paddles operate under almost ideal conditions. The taper of the inner sides of the tubes displaces the water to a certain extent andthe water, imprisoned in the narrow channel between the larger central portions of the tubes, tends to rise above the level of the surrounding surface and thus enables the paddles to be operated at a higher level than would be possible under ordinary conditions. This is of importance in shallow-draft boats where of necessity the paddles must operate near the surface of the water.

It is not essential, however, that the hull of the boat be constructed of two tubes, but three may be used or my type of propelling apparatus may be used with a unitary boat of the ordinary type. In case but a single hull is used, two sets of paddle wheels could be used, one on each side of the hull, or a slngle set operating 111 a central trough. If more than two hulls are used, one or more sets of paddles may be used according to the number of hulls used and the the builder. 7

In the form of boat shown in Fig. 3, the three bulkheads or chambers 25 give increased stability longitudinally, greater rigidity of the structure, greater buoyancy, and space for the power plant in the center between the driving and supporting wheels The end bulkheads or chambers also give increased support for the rudder-posts. When the preference of power plant is thus placed on the center line of the boat, the wheels 32 and 83 may be divided, a separate wheel being used at each end for each chain or cable 39; in such case, the driving wheels may be driven through a differential gear to aid the action of the diagonal differential. Further, the lower surface of the central bulkhead or chamber, if properly positioned, supports the surface of the water between the tubes and prevents its rising owing to the pressure of the paddles.

The system of double, independently operated rudders also has its advantages, particularly for crooked streams with swift water and many obstructions. In addition to the control of the swinging of both bow and stern, the boat may be made, by proper use of the rudders, to move at an angle to its fore-and-aft line,in other words, partially sideways. Thus, in avoiding an obstacle, and

passing from slow-running water into swifter water, when moving upstream, the boat may be held head-onto the current and the bow is thus prevented from being turned downstream as it comes into the swifter current. Other advantages of this type of control are self-evident.

While I have describedonly a few .of the forms which my invention may take, I appii'eciate that it is susceptible of many modifloat-ions and variations and I desire protection for all such modifications and variations as come within the scope of the appended claims.

Having described my invention, Iclaim:

1. In propelling apparatus for a boat, two endless flexible supports and apluralityof paddles carried by said supports, each of said paddles being free to rotate about an axis parallel to and spaced from its'operasurface.

2. In apparatus for contacting a plurality of paddles witha body of water, two endless cables, a pair of spaced wheels around which said cables run, each of saidwheels tacting with said wheels being of uniform circumferential dimensions throughout their lengths. i

8. In propelling apparatus for a boat, two endless cables, a driving and a supporting wheel therefor each having circumferential grooves to carry said cables, and transverse paddle axles connected to said cables by links through which loops of cable extend and reels held in said loops so disposed as to allow said cables to pass smoothly over said grooves.

l. In propelling apparatus for a boat two endless cables, a driving; and a supporting wheel therefor each having circumferential grooves to carry said cables, transverse paddle axles, and links, the said cables being looped through said links over said paddle axles to hold the latter in place and allow said cables to pass smoothly over said grooves.

5. In propelling apparatus for a boat, two endless cables, a driving and asunoorting wheel thereforeach having circumferential grooves to carry said cables, transverse paddle axles each having a reel mounted there mounted on opposite parts thereof, the said' cables being looped through said links un der and between the reels mounted thereon and over the reels mounted on the paddle axles for the purposes specified.

6. In propelling apparatus for a boat, two endless flexible supports, means for driving the same, and a plurality of transverse selffeathering reversible paddles pivotally connected to said supports.

7. In propelling apparatus for a boat, an endless flexible support, means for driving the same, and a plurality of transverse selffeathering paddles pivoted to said support.

8. In propelling;- apparatus for a boat, a plurality of endless flexible supports, means for driving said supports, and a. plurality of transverse self-feathering paddles pivotally connected to said supports.

9. In propelling apparatus for a boat, a plurality of endless flexible supports, means for driving said supports and a plurality of transverse self-feathering reversible paddles carried by said supports.

10. In propelling apparatus for a boat, an endless flexible support, means for driving said support, and paddles connected to said support and free to rotate as to axes parallel to and spaced from the operative surfaces of the paddles.

11. The combination of endless flexible supports, a pair of Wheels over Which said supports run, axles carried by said supports, and self-feathering paddles carried on said axles and free to rotate around the centre lines of the axles said paddles having their active surfaces offset from their points of support and the perpendiculars from said axes to said active surfaces striking the centre lines of the active surfaces.

VICTOR ALFRED SHAW. 

